WWJD?
#31
Gets Weekends Off
Joined APC: Mar 2008
Posts: 1,083
...there's so much talking and pointing going on that radio calls and actually flying the aircraft are taking a back seat to VVM'ing. That, IMO, is less safe than it was before the January edict and as PIC, I'm using my authority by suspending it from takeoff until landing. Bulletin says I can do so, and I will.
How's about just looking at the FMA's like we've always done and if it's incorrect, do something about it? We're micromanaging every aspect up there and this ridiculous procedure isn't helping.
How's about just looking at the FMA's like we've always done and if it's incorrect, do something about it? We're micromanaging every aspect up there and this ridiculous procedure isn't helping.
#32
Don't say Guppy
Joined APC: Dec 2010
Position: Guppy driver
Posts: 1,926
Airbus FCOM (from Airbus) procedures have the PF calling out every FMA change. I thought it was silly, but after a few months, I noticed a distinct reduction in the amount of mode errors, or they were caught almost immediately.
I am not sure it is a bad idea, and I kind of miss it.
Unfortunately the robots I was flying with turned on the AP at exactly 100' after TO every time. The manual said that was what to do. LOL.
I am not sure it is a bad idea, and I kind of miss it.
Unfortunately the robots I was flying with turned on the AP at exactly 100' after TO every time. The manual said that was what to do. LOL.
#33
Airbus FCOM (from Airbus) procedures have the PF calling out every FMA change. I thought it was silly, but after a few months, I noticed a distinct reduction in the amount of mode errors, or they were caught almost immediately.
I am not sure it is a bad idea, and I kind of miss it.
Unfortunately the robots I was flying with turned on the AP at exactly 100' after TO every time. The manual said that was what to do. LOL.
I am not sure it is a bad idea, and I kind of miss it.
Unfortunately the robots I was flying with turned on the AP at exactly 100' after TO every time. The manual said that was what to do. LOL.
Hold on there Tonto,
I flew the bus for 7 years and I don't ever recall reading that. I typically turned the AP on when it suited me, or the current workload. And 90 percent of the time that was somewhere above 18,000'. I was never advised that I was busting SOP. Pretty darn sure I wasn't as plenty of Captains flew the plane throughout the climb as well, and then turned it off again for landing when still many miles from the runway.
From the FM
3.10.6 Normals
Autopilot Operation
The use of the autopilot is encouraged in high traffic areas, when operating in
RVSM airspace, and other situations in which hand flying may cause a high
workload for the other pilot. The PF may engage the autopilot or call for it to be
engaged by the PM as desired. Use of the autopilot is required for:
• Autoland approaches
• PRM approaches
• Nonprecision approaches when the reported ceiling is less than 1000 feet
or the visibility is less than 3 miles
FCU/MCDU INPUTS
Last edited by oldmako; 01-17-2017 at 05:17 PM.
#34
Many foreign airlines, as well as some smaller operators, fly strict Airbus procedures while most major US airlines, including UA, write their own FMs to maintain "company" standardizations across fleets.
#35
Other than the US airlines I would dare to say the REST of the world operates the Airbus the FCOM "Airbus" way. It is designed for 250 hr pilots and rightfully so from what I have seen overseas.
#37
Gets Weekends Off
Joined APC: Apr 2011
Position: retired 767(dl)
Posts: 5,740
#38
Gets Weekends Off
Thread Starter
Joined APC: Nov 2010
Posts: 3,071
We need to start acting like pilots and not like we're flying a sanitary simulator with a dude and a clipboard sitting behind us. Think. Thanks to all who made some very astute comments. I'm all for sop, fom, and fm but they do offer us latitude in a safe operation.
Regarding FMA callouts, if the company says so, then we should. We might not agree but if you think it's a pain now, just wait until you crawl into the simulator next time. I do find it ironic that there is such concern to verbalize FMA's during critical phases like cruise and top of descent, but not flare, idle, rollout during an an autoland when the jet is 30' off the runway and you can't see bupkis.
"MAN FLX SRS RWY" baby!!!
Regarding FMA callouts, if the company says so, then we should. We might not agree but if you think it's a pain now, just wait until you crawl into the simulator next time. I do find it ironic that there is such concern to verbalize FMA's during critical phases like cruise and top of descent, but not flare, idle, rollout during an an autoland when the jet is 30' off the runway and you can't see bupkis.
"MAN FLX SRS RWY" baby!!!